Office



(No Model.)

W. W. HANSG-OM. CABLE RAILWAY PROPULSION.

Patented Jan. 22, 1884.

UNITED STATES PATENT OFFICE.'

VILLIAM TWALLACE HANSOOM, OF SAN FRANCISCO, OALIFORN IA.

CABLE-RAILWAY fPRoPuLsloN.

- SPECIFICATIONforming part oLvettersPatent No. 292,165, dated January 22, 1884, Application led October 3, 1883. (No model.)

upper cable, and thus will avoid the rubbing of one cable against the other. This is accomplished by the Linder cable, as it is raised up by the passing grip, acting upon suitable mechanism, which at the same time raises the upper cable and prevents their Contact.

In the drawings accompanying this specification, Figure l is a vertical section through the tubes at or 'near the point of crossing of two lines of 'cable-railway; and Fig. 2 is a horizontal section of the tubes at the same point, and each showing the construction and arrangement of the mechanism for the purpose.

H is an arm or bar hinged at I, so as to swing vertically, and carrying the sheaves E, F, and G, the sheave E being above the cable C, (which is the under of,the crossing cables) and Fbeing below it, and both in line-with it. The sheave G is under and in line, or nearly so, with the upper cable, D, so that as it is raised up it will lift the cable D and keep it from contact with the cable C. The sheave E is arranged on the swiveling spindle J, so that as the grip comes along it will push the sheave one side, and the spring K will swing it back to its place again after the grip has passed. The end ofthe bar H is turned down at L, and rests upon a support, M, when the rope is in its normal position upon the carrier-sheaves in the tube.

O is the grip, shown at the height at which it runs in the tube when attached to the car to be propelled, and the dotted line C shows the height at which the rope is carried in the grip, C being its normal position on the carriersheaves, the' height at which the grip runs above the carrier-sheaves being regulated by its construction and the conditions under which the rope has to be operated, and consequently, the height that the rope is raised above the carrier-sheaves being dependent on these conditions, it becomes necessary to so construct the grip that the rope may be raised the least possible distance above the sheaves which carry it.

For clearness in the-drawings the distance shown between Gand C is more than is required in actual practice.

The 'dotted lines C', D', E, F', and G indicate, respectively, when raised by the passing grip, the positions of the under cable, C, the upper cable, D, the upper sheave, E, the under sheave, F, and the sheave G under the upper cable, D.

The operation is as follows: As the grip when attached to the cable C carries it above the carrying-sheaves which support the cable along the line, the sheaveE resting upon it will be raised when the grip is yet some feet distant -from the crossing of the cables, and this will raise, through its connection withV the bar I-I, the sheave G, which comes in contact with the cable-D, and raises this also, the height of the sheaves E and G being so adjusted in reference to each other that the two cables C and D will be kept a proper distance apart.

When the grip-j aws are opened and the rope released, the rope will drop down on the roll F and carry with it the bar H until the end L restsupon the support M, and the rope D will drop down also and allow the grip O to pass over it. By this means the grip of a car attached tothe under cable mayapproach very closely to the crossing or upper cable or rope before releasing the rope to which it is attached, and the distance to which the car will have to be propelled by its momentum will be lessened very materially in order that the grip maybe carried beyond the crossing or upper cable, so that theunder rope or cable may again be picked up. This is especially important where there are steep grades approaching the crossings, as the momentum of the train at the usual speed allowed in cities is not sufficient to carry or propel the train more than a short IOO 1. In a cable-railway having an underground slotted-tube mechanism, substantially as described, whereby the upper of two or more crossingeables maybe raised andlowered and operated by the under cable or cables. so that a proper distance may be maintained between the upper and under of the crossing cables, for the purposes set forth.

2. The swinging bar H, in combination with the sheaves E and G and two or more crossing cables of a cablerailway, substantially as described and set forth.

3. The swinging barI-I and swinging sheavc E, in combination with the under sheave, F, and the cable C, substantially as described.

4. The swinging bar H, in combination with the sheaves E F G and the crossing cables C and D, substantially as and for the purpose described.

5. Thccombination, in a cable-railwa)7 where cables cross eachother, of a grip for attaching the under cable to the moving car or train, two or more cables crossing each other, and suitable mechanism adapted and arranged to be operated by the under cable for raising the upper cable or cables, for the purposes setforth.

6. The swinging sheave E, in combination with a grip and crossing cables of a cablerailway, substantially as described.

7 In a cable-railway where two or morceables cross7 a stop, substantially as described, for limiting the movement of the mechanism which raises and lowers theuppcr of the crossing cables, for the purposes set forth.

WILLIMI WALLACE lIANSCOlI.

Vit'nesses:

JAMEs MCHAFFIB, JN0. O. HANscoM. 

